JP2000177313A - Pneumatic tire for motorcycle - Google Patents
Pneumatic tire for motorcycleInfo
- Publication number
- JP2000177313A JP2000177313A JP10355596A JP35559698A JP2000177313A JP 2000177313 A JP2000177313 A JP 2000177313A JP 10355596 A JP10355596 A JP 10355596A JP 35559698 A JP35559698 A JP 35559698A JP 2000177313 A JP2000177313 A JP 2000177313A
- Authority
- JP
- Japan
- Prior art keywords
- layer
- tire
- width
- spiral belt
- pneumatic tire
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/04—Bead cores
- B60C2015/048—Polygonal cores characterised by the winding sequence
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C2200/00—Tyres specially adapted for particular applications
- B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、自動二輪車用の空
気入りタイヤに関し、とくに、高速走行において顕著な
シミーの発生を抑制するとともに該タイヤの操縦安定性
の改善を図ろうとするものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire for a motorcycle, and more particularly, to suppressing the occurrence of remarkable shimmy during high-speed running and improving the steering stability of the tire.
【０００２】[0002]
【従来の技術】自動二輪車のフロントに装着されるタイ
ヤはハドリング等の操縦性能が重視されるために、従来
はクロス構造になるベルト層を備えたものが適用されて
いるのが普通であった。2. Description of the Related Art Conventionally, tires mounted on the front of a motorcycle are generally provided with a belt layer having a cross structure because steering performance such as hadling is emphasized. .
【０００３】[0003]
【発明が解決しようとする課題】ところで、近年、車両
の軽量化、高性能化が進むなかで、クロス構造のベルト
層を備えたタイヤにおいては、路面の微小凹凸からくる
トレッド面の突き上げとそれに起因するハンドルの微小
振動、いわゆるシミーが顕在化してきており、とりわけ
高周波領域でのシミーの防止が強く望まれるようになっ
てきている。また、自動二輪車においては超高速走行で
の車体の安定性の確保がより重要な課題となっていてい
るが、この点に関して従来の自動二輪車用空気入りタイ
ヤは、速度の上昇に対してタイヤのクラウン部のセンタ
ーのせり出し量が大きくなり、設置形状が大きく変形す
ることにってタイヤの接地領域が小さくなるのが避けら
れず、このような状況下での不具合の解消を図った自動
二輪車用の空気入りタイヤは今のところ知られておら
ず、その早急な開発が望まれていた。In recent years, as the weight and performance of vehicles have been reduced, tires having a cross-structured belt layer have been used to push up a tread surface caused by minute irregularities on a road surface and to increase the tread height. The resulting minute vibration of the steering wheel, so-called shimmy, has become apparent, and prevention of shimmy, especially in the high frequency range, has been strongly desired. Also, in motorcycles, securing the stability of the vehicle body at ultra-high speed running has become a more important issue, but in this regard, the conventional pneumatic tires for motorcycles For motorcycles, where the protruding amount of the center of the crown part becomes large and the installation shape is greatly deformed, it is inevitable that the ground contact area of the tire becomes small, and the problem in such a situation is solved No pneumatic tires have been known so far, and rapid development was desired.
【０００４】本発明の目的は、自動二輪車量の空気入り
タイヤにおいて、とくに高周波領域でのシミーの発生を
防止するとともに高速走行時の操縦の安定化を図るとこ
ろにある。[0004] It is an object of the present invention to prevent the occurrence of shimming, especially in a high frequency range, and to stabilize the steering during high-speed running in a pneumatic tire of a motorcycle quantity.
【０００５】[0005]
【課題を解決するための手段】本発明は、一対のサイド
ウオールとこのサイドウオール相互をつなぐトレッドと
がトロイダル状に連なり、これらの各部をタイヤの赤道
面に対して６０〜９０°の範囲で有機繊維コードを一方
向に配列したプライの少なくとも一層のカーカス層にて
補強され、該カーカス層の外周に一本のゴムコーティン
グコードないしは複数本のリボン状ゴムコーティングコ
ードにより螺旋状に巻き回されてタイヤの幅方向に延在
するコードプライからなるスパイラルベルトの層を少な
くとも一層備える自動二輪車用空気入りタイヤにおい
て、タイヤの最内層に配置されるカーカス層の内側もし
くはインナーライナーの内側表面に少なくとも一層の補
強層を有し、この補強層は、ゴム層もしくはゴムコーテ
ィングコード層からなり、スパイラルベルトの幅の２０
〜１２０％の設置幅を有するところに特徴を有する。SUMMARY OF THE INVENTION According to the present invention, a pair of sidewalls and a tread connecting the sidewalls are connected in a toroidal shape, and these portions are formed at an angle of 60 to 90 degrees with respect to the equatorial plane of the tire. The organic fiber cords are reinforced by at least one carcass layer of the plies arranged in one direction, and the outer periphery of the carcass layer is spirally wound by one rubber-coated cord or a plurality of ribbon-shaped rubber-coated cords. In a motorcycle pneumatic tire having at least one layer of a spiral belt made of a cord ply extending in the width direction of the tire, at least one layer is provided on an inner surface of a carcass layer disposed on an innermost layer of the tire or on an inner surface of an inner liner. It has a reinforcing layer, and this reinforcing layer is made of a rubber layer or a rubber-coated cord layer. Ri, 20 of the width of the spiral belt
It is characterized by having an installation width of ~ 120%.
【０００６】また、本発明は、上記の構成になる空気入
りタイヤにおいて、かかるタイヤはフロントタイヤとし
て適用される点に特徴を有する。Further, the present invention is characterized in that, in the pneumatic tire configured as described above, such a tire is applied as a front tire.
【０００７】さらに本発明は、補強層の設置幅がスパイ
ラルベルトの幅の２０〜６０％の狭幅になる点に特徴を
有する。Further, the present invention is characterized in that the installation width of the reinforcing layer is as narrow as 20 to 60% of the width of the spiral belt.
【０００８】[0008]
【発明の実施の形態】スパイラルベルト構造になる空気
入りタイヤは、高速走行においてもタイヤの接地形状の
変化が少なく高速耐久性にも優れておりシミーの発生防
止や高速走行時の車両の安定性を図ることができる利点
がある反面、トレッドの曲げ剛性が低いという欠点があ
るために、従来のタイヤ構造においてベルト層だけをス
パイラルベルト層に置換しただけでは柔軟構造であるが
故にハンドリングの応答性、路面グリップ力の低さ等と
いった操縦性の低下が避けられない。DESCRIPTION OF THE PREFERRED EMBODIMENTS A pneumatic tire having a spiral belt structure has a small change in tire contact shape even at high speed running and is excellent in high speed durability, preventing occurrence of shimmy and stability of the vehicle at high speed running. On the other hand, there is a drawback that the bending rigidity of the tread is low, but in the conventional tire structure, only the belt layer is replaced with the spiral belt layer. In addition, a decrease in maneuverability such as low road grip force is inevitable.
【０００９】本発明においては、シミーの発生の回避、
高速走行時の操縦性の安定化を実現するため基本的には
スパイラルベルト構造を適用するが、タイヤの最内層に
配置されるカーカス層の内側もしくはインナーライナー
の表面に配置される補強層は、タイヤに対する負荷時に
トレッド部曲げの挙動に対して曲げ中立軸から距離を隔
てた外側に位置することになるのでトレッドの曲げ剛性
が改善される。また、トレッド表面〜プライ間のせん断
剛性が低下することがないのでトレッド表面において発
生した力がベルト、プライを経て車体側に伝達される挙
動に対して悪影響（例えば、コーナーリングフォースの
低下やその応答の低下など）を及ぼすことがないので高
速安定性、グリップ力、操縦性が高いレベルに保たれ
る。In the present invention, the occurrence of shimmy is avoided,
Basically, a spiral belt structure is applied to stabilize the maneuverability during high-speed running.However, a reinforcing layer arranged inside the carcass layer arranged on the innermost layer of the tire or on the surface of the inner liner is The flexural rigidity of the tread is improved since the tire is located outside of the bending neutral axis at a distance from the bending neutral axis when the tire is loaded. Further, since the shear rigidity between the tread surface and the ply does not decrease, the force generated on the tread surface has an adverse effect on the behavior transmitted to the vehicle body via the belt and the ply (for example, a decrease in the cornering force and its response). High-speed stability, grip power, and maneuverability are maintained at a high level.
【００１０】プライとプライの間に補強層を配置した
り、最外層のプライの外側に補強層を設置することが可
能であり、この場合においてもトレッド部の曲げ剛性を
改善することはできるが、トレッド表面からプライに至
るまでの間のせん断剛性が低下するためにロスが大きく
なりトレッド表面にて発生した力がベルト、プライを通
じて車体側に伝達される挙動に対して悪影響を及ぼし、
高速安定性やグリップ力あるいは操縦性の面で高い改善
効果は期待できない。[0010] It is possible to arrange a reinforcing layer between the plies or to provide a reinforcing layer outside the outermost ply. In this case as well, the bending rigidity of the tread portion can be improved. Since the shear rigidity from the tread surface to the ply decreases, the loss increases, and the force generated on the tread surface adversely affects the behavior transmitted to the vehicle body through the belt and the ply,
No high improvement effect can be expected in terms of high-speed stability, grip strength or maneuverability.
【００１１】また、補強層を有しない場合においては十
分な曲げ剛性の確保とせん断剛性の確保が難しい面があ
るために、高速安定性、グリップ力、操縦性を高いレベ
ルでマッチングされることができない。In addition, when there is no reinforcing layer, it is difficult to secure sufficient bending rigidity and shear rigidity, so that high-speed stability, grip force, and maneuverability can be matched at a high level. Can not.
【００１２】[0012]
【実施例】以下、図面を用いて本発明をより具体的に説
明する。図１は本発明に従う自動二輪車用の空気入りタ
イヤの要部を示したものであって、図における番号１は
サイドウオール、２はサイドウオール１の相互間をつな
ぐトレッドであって、サイドウオール１とトレッド２は
トロイダル状に連なっている。また、３はビードコア、
４はタイヤの枠組みを構成するカーカス層であり、この
カーカス層４はタイヤの赤道面に対して６０〜９０°の
範囲で有機線維コードを一方向に配列した一層の例で示
したプライからなる。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described more specifically with reference to the drawings. FIG. 1 shows a main part of a pneumatic tire for a motorcycle according to the present invention. In the figure, reference numeral 1 denotes a sidewall, 2 denotes a tread connecting the sidewalls 1 to each other, and And tread 2 are connected in a toroidal shape. 3 is a bead core,
Reference numeral 4 denotes a carcass layer constituting a framework of the tire. The carcass layer 4 is formed of a ply as shown in one example in which organic fiber cords are arranged in one direction in a range of 60 to 90 ° with respect to the equatorial plane of the tire. .
【００１３】また、５はカーカス層４の外周において一
本のゴムコーティングコードあるいは複数本のリボン状
ゴムコーティングコードにより螺旋状に巻き回されてタ
イヤの幅方向（トレッドの幅方向）に延在するコードプ
ライからなるスパイラルベルトの層、そして６はカーカ
ス層４の内側に配置した例で示した補強層であり、この
例ではスパイラルベルトの層４は一層設けた場合につい
て示してあり、その幅はスパイラルベルトの層４の幅の
２０〜１２０％の設置幅を有する。Reference numeral 5 denotes a spiral wound around one outer periphery of the carcass layer 4 by one rubber-coated cord or a plurality of ribbon-shaped rubber-coated cords and extends in the tire width direction (tread width direction). The layer of the spiral belt composed of the cord ply, and 6 is the reinforcing layer shown in the example arranged inside the carcass layer 4, and in this example, the layer 4 of the spiral belt is shown in the case where one layer is provided, and the width thereof is It has an installation width of 20 to 120% of the width of the layer 4 of the spiral belt.
【００１４】補強層を備えない図２に示すような従来構
造の空気入りタイヤでは、トレッド部の曲げ剛性とせん
断剛性について高いレベルに保持するとともにそれらの
バランスを自由に調整するのが難しいが、本発明では補
強層６を設けることによってタイヤに負荷が加わった状
態でのトレッド部の曲げ剛性とトレッド２の表面からプ
ライ４に至るまでの間の領域におけるせん断剛性を高い
レベルに保持でき、これによってスパイラルベルトを適
用した場合に不可避な操縦性能の低下は補償されること
になる。In a pneumatic tire having a conventional structure without a reinforcing layer as shown in FIG. 2, it is difficult to maintain a high level of flexural rigidity and shear rigidity of a tread portion and to freely adjust the balance between them. In the present invention, by providing the reinforcing layer 6, the bending stiffness of the tread portion under a load applied to the tire and the shear stiffness in the region from the surface of the tread 2 to the ply 4 can be maintained at a high level. As a result, the inevitable decrease in steering performance when the spiral belt is applied is compensated.
【００１５】図３は、インナーライナー７の表面（タイ
ヤの内壁面）に補強層６を一層設けた本発明に従う空気
入りタイヤの他の構成例を示したものである。図３に示
すような構造の空気入りタイヤにおいても、トレッド部
の曲げ剛性はもちろんのこと、トレッド表面〜カーカス
プライ間のせん断剛性が高いレベルに保持される。FIG. 3 shows another example of the structure of the pneumatic tire according to the present invention in which one reinforcing layer 6 is provided on the surface of the inner liner 7 (the inner wall surface of the tire). In the pneumatic tire having the structure as shown in FIG. 3, not only the bending rigidity of the tread portion but also the shear rigidity between the tread surface and the carcass ply is maintained at a high level.
【００１６】図４は、補強層６の設置幅Ｌをスパイラル
ベルトの層５の幅Ｌ1の２０〜６０％の範囲内で狭幅に
した例を示したものである。このような狭幅の補強層６
は上掲図３に示したような構成、すなわち、インナーラ
イナー７の表面に設けることもでき、このような補強層
の設置においても操縦性能の改善を図ることが可能であ
り、図１、図３に示したような広幅の補強層に比較し、
とくに、コーナリング中のグリップ感や軽快性が改善さ
れる利点がある。[0016] Figure 4 is a diagram showing an example of the installation width L of the reinforcing layer 6 in the narrow in 20% to 60% of the range of the width L 1 of the layer 5 of the spiral belt. Such a narrow reinforcing layer 6
Can be provided on the surface of the inner liner 7 as shown in FIG. 3 above, and it is possible to improve the steering performance even with the installation of such a reinforcing layer. Compared to the wide reinforcing layer shown in Fig. 3,
In particular, there is an advantage that the grip feeling and lightness during cornering are improved.
【００１７】本発明において適用する補強層６は基本的
には、スパイラルベルトの幅の２０〜１２０％の設置幅
を有するものとしたが、その理由は、サイドの曲げ剛性
を高くしすぎてしまうと、ハンドリング特性が悪化、吸
収性が悪化するからである。とくに、２０〜６０％の範
囲で設置幅を設定すると適度なトレッド剛性の確保によ
り、シミー・安定性・軽快性とコーナリング中のグリッ
プの各性能バランスを高くとれる利点がある。The reinforcing layer 6 applied in the present invention basically has an installation width of 20 to 120% of the width of the spiral belt, because the bending rigidity of the side is too high. This is because the handling characteristics deteriorate and the absorptivity deteriorates. In particular, when the installation width is set in the range of 20 to 60%, there is an advantage that the balance between shimmy, stability, lightness and the performance of the grip during cornering can be increased by securing an appropriate tread rigidity.
【００１８】本発明に適合する補強層としては、具体的
にゴムシート、もしくは角度有もしくは無のコード層を
１枚〜数枚を使用することができる。Specific examples of the reinforcing layer suitable for the present invention include a rubber sheet or one to several cord layers with or without an angle.
【００１９】サイズが１２０／７０ＺＲ１７で、ナイロ
ン２Ｐ＋ケブラー１ベルト（ベルト幅１４０mm）の基本
構造を有する上掲図１に示した構造の空気入りタイヤ
（最内層のカーカスプライの内側に厚さ０．５mm、幅７
０mmのゴムシートを配置した場合：適合例１、最内層の
カーカスプライの内側に幅７０mmで８４０Dny コード層
を配置した場合：適合例２とする) を自動二輪車（HOND
A CB1100XX) の前輪に装着して高速走行（時速２５０Km
／ｈ）における車両の直進安定性、シミー性、軽快性・
応答性、旋回力・グリップ力、乗り心地性について、上
掲図２に示した従来のタイヤ（補強層を有しないタイ
ヤ：比較例１とする）と、ベルトとカーカスプライの相
互間に補強層を入れたタイヤ（比較例２とする）及びカ
ーカスプライの相互間に補強層（サイズ：１２０／７０
ＺＲ１７厚さ０．５mm×幅７０mmのゴムシート）を配置
したタイヤ（比較例３）を装着して走行した場合ととも
に調査した。A pneumatic tire having a structure of 120 / 70ZR17 and having a basic structure of nylon 2P + Kevlar 1 belt (belt width 140 mm) as shown in FIG. 1 (with a thickness of 0.1 mm inside the innermost carcass ply). 5mm, width 7
When a rubber sheet of 0 mm is placed: Adaptation Example 1, and when an 840 Dny cord layer with a width of 70 mm is placed inside the innermost carcass ply: Adaptation Example 2), a motorcycle (HOND) is used.
A CB1100XX) mounted on the front wheels to run at high speed (250 km / h
/ H) the straight running stability, shimminess and lightness of the vehicle
Regarding responsiveness, turning force / grip force, and ride comfort, the conventional tire (the tire having no reinforcing layer: Comparative Example 1) shown in FIG. 2 and a reinforcing layer between the belt and the carcass ply were used. Reinforcing layer (size: 120/70) between the tire (Comparative Example 2) and the carcass ply
Investigation was carried out together with the case where the tire (Comparative Example 3) on which a ZR17 rubber sheet having a thickness of 0.5 mm and a width of 70 mm) was mounted was mounted.
【００２０】上掲図２に示した従来構造の空気入りタイ
ヤ（比較例１）を装着した場合に得られた調査項目に関
しての結果を指数表示で全て１００とした場合（値が大
きくなるほど良好とする）、比較例２のタイヤにおいて
は高速直進安定性が９０、シミー性が１３０、軽快性・
応答性が１１０、旋回力・グリップ力が９０、乗り心地
性が８５程度であり、比較例３のタイヤにおいては高速
直進安定性が８０、シミー性が１２０、軽快性・応答性
が１００、旋回力・グリップ力が８０、乗り心地性が９
０程度であった。When all the results of the survey items obtained when the pneumatic tire having the conventional structure shown in FIG. 2 (Comparative Example 1) shown in FIG. The tire of Comparative Example 2 has a high-speed straight-running stability of 90, a shimmy property of 130, and a lightness.
The responsiveness is 110, the turning force / grip force is 90, and the riding comfort is about 85. In the tire of Comparative Example 3, the high-speed straight running stability is 80, the shimmy is 120, the lightness / responsiveness is 100, and the turning is performed. 80 force and grip, 9 ride comfort
It was about 0.
【００２１】一方、本発明に従う適合例１は高速直進安
定性が１１０、シミー性が１１０、軽快・応答性が１１
０、旋回力・グリップ力が１００、乗り心地性が１００
程度であり、適合例２のタイヤでは、高速直進安定性が
１２０、シミー性が１２０、軽快性・応答性が１２０、
旋回力・グリップ力が９５、乗り心地性が９０程度であ
った。On the other hand, the adaptation example 1 according to the present invention has high-speed straight running stability of 110, shimmy of 110, and lightness and responsiveness of 11
0, turning force / grip force is 100, ride comfort is 100
In the tire of the adaptation example 2, the high-speed straight running stability is 120, the shimmy property is 120, the lightness / responsiveness is 120,
The turning force and grip force were 95, and the riding comfort was about 90.
【００２２】本発明に適合するタイヤ（適合例１、適合
例２）は調査の結果として以上のような値になることが
明らかとなったが、本発明に従うタイヤはとくに高速直
進安定性については、比較例１〜３に比べてタイヤの横
・捩じり方向の変形が小さくなり、かつ横力が低下せず
ウオーブ振動（ウオーブル振動とは高速域で発生するフ
レーム・ハンドル回り全体の１０Ｈｚ以下の振動であ
り、この振動は車種や条件によって速度域が異なる。
（今日のCB1100XXでは、１５０Km／ｈ以上））の収まり
が改善され高速直進安定性の改善に寄与することが確認
された。As a result of the investigation, it has been found that the tires conforming to the present invention (Compliance Examples 1 and 2) have the above values. However, the tire according to the present invention has a particularly high-speed straight running stability. The deformation of the tire in the lateral and torsional directions is smaller than that of Comparative Examples 1 to 3, and the lateral force does not decrease, and the wobble vibration (the wobble vibration is 10 Hz or less around the frame and the handle generated in a high-speed region). The speed range varies depending on the vehicle type and conditions.
(In today's CB1100XX, it is 150 km / h or more)), and it was confirmed that it contributed to improvement of high-speed straight-line stability.
【００２３】また、シミー性については、タイヤの横・
捩じり方向の変形が小さくなり外乱入力時の振幅が小さ
くなる傾向にあった。軽快性・応答性については、とく
にハンドル操作時の車体の反応が改善され、旋回力・グ
リップ力については横力の発生が大きくなるため二輪車
特有の旋回中の倒れ込みが減少し旋回力の改善が見られ
た。Further, regarding the shimminess, the side of the tire
There was a tendency that the deformation in the torsional direction became smaller and the amplitude at the time of disturbance input became smaller. With regard to lightness and responsiveness, the response of the vehicle body, especially when operating the steering wheel, has been improved, and as for the turning force and grip force, the generation of lateral force has increased, so the fall during motorcycle turning, which is unique to motorcycles, has been reduced, and the turning force has been improved. Was seen.
【００２４】乗り心地性に関しては、本発明に従う空気
入りタイヤでは突起の乗り越し時に突き上げが若干シャ
ープになるが、トレッド部がソフトなので乗り心地の絶
対的なレベルは実用において十分に耐え得るものであっ
た。Regarding ride comfort, in the pneumatic tire according to the present invention, the push-up becomes slightly sharp when the protrusion passes over, but since the tread portion is soft, the absolute level of ride comfort can sufficiently withstand practical use. Was.
【００２５】[0025]
【発明の効果】本発明によれば、自動二輪車用の空気入
りタイヤにおいて、とくに車両の軽量化や高性能化に伴
って顕在化してきたシミーの発生を軽減できるだけでな
く、超高速走行での操縦安定性を著しく改善することが
可能になった。According to the present invention, in a pneumatic tire for a motorcycle, not only the occurrence of shimmy, which has become apparent as the vehicle becomes lighter and more sophisticated, can be reduced. Driving stability can be significantly improved.
【図１】本発明に従う自動二輪車用空気入りタイヤの構
成説明図である。FIG. 1 is a structural explanatory view of a pneumatic tire for a motorcycle according to the present invention.
【図２】従来の自動二輪車用空気入りタイヤの構成を示
した図である。FIG. 2 is a diagram showing a configuration of a conventional pneumatic tire for a motorcycle.
【図３】本発明に従う自動二輪車用空気入りタイヤの他
の例を示した図である。FIG. 3 is a diagram showing another example of the pneumatic tire for a motorcycle according to the present invention.
【図４】本発明に従う自動二輪車用空気入りタイヤの他
の例を示した図である。FIG. 4 is a view showing another example of the pneumatic tire for a motorcycle according to the present invention.
１ サイドウオール ２ トレッド ３ ビードコア ４ カーカス層 ５ スパイラルベルトの層 ６ 補強層 ７ インナーライナー Ｌ 設置幅 Ｌ1スパイラルベルトの幅DESCRIPTION OF SYMBOLS 1 Side wall 2 Tread 3 Bead core 4 Carcass layer 5 Layer of spiral belt 6 Reinforcement layer 7 Inner liner L Installation width L 1 Width of spiral belt
Claims (3)
ール相互をつなぐトレッドとがトロイダル状に連なり、
これらの各部をタイヤの赤道面に対して６０〜９０°の
範囲で有機繊維コードを一方向に配列したプライの少な
くとも一層のカーカス層にて補強され、該カーカス層の
外周に一本のゴムコーティングコードないしは複数本の
リボン状ゴムコーティングコードにより螺旋状に巻き回
されてタイヤの幅方向に延在するコードプライからなる
スパイラルベルトの層を少なくとも一層備える自動二輪
車用空気入りタイヤにおいて、 タイヤの最内層に配置されるカーカス層の内側もしくは
インナーライナーの内側表面に少なくとも一層の補強層
を有し、この補強層は、ゴム層もしくはゴムコーティン
グコード層からなり、スパイラルベルトの幅の２０〜１
２０％の設置幅を有することを特徴とする自動二輪車用
空気入りタイヤ。1. A pair of sidewalls and a tread connecting the sidewalls to each other in a toroidal shape,
Each of these parts is reinforced with at least one carcass layer of a ply in which organic fiber cords are arranged in one direction in a range of 60 to 90 ° with respect to the equatorial plane of the tire, and one rubber coating is applied to the outer periphery of the carcass layer. A pneumatic tire for a motorcycle comprising at least one spiral belt layer comprising a cord ply spirally wound by a cord or a plurality of ribbon-like rubber-coated cords and extending in the width direction of the tire, wherein the innermost layer of the tire At least one reinforcing layer on the inner side of the carcass layer or the inner surface of the inner liner, the reinforcing layer comprising a rubber layer or a rubber-coated cord layer and having a width of 20 to 1 of the width of the spiral belt.
A pneumatic tire for a motorcycle, having a 20% installation width.
ある、請求項１記載の自動二輪車用空気入りタイヤ。2. The pneumatic tire for a motorcycle according to claim 1, which is applied as a front tire.
の２０〜６０％の狭幅になる請求項１記載の自動二輪車
用空気入りタイヤ。3. The pneumatic tire for a motorcycle according to claim 1, wherein the installation width of the reinforcing layer is as narrow as 20 to 60% of the width of the spiral belt.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP35559698A JP4242959B2 (en) | 1998-12-15 | 1998-12-15 | Pneumatic tires for motorcycles |
| EP05001325A EP1541378A1 (en) | 1998-11-26 | 1999-11-18 | Pneumatic tire front wheel of motorcycle |
| EP99309208A EP1004460A3 (en) | 1998-11-26 | 1999-11-18 | Pneumatic tire for front wheel of motorcycle |
| US09/448,426 US6286575B1 (en) | 1998-11-26 | 1999-11-24 | Pneumatic tire for front wheel of motorcycle |
| US09/908,795 US20020000276A1 (en) | 1998-11-26 | 2001-07-20 | Pneumatic tire for front wheel of motorcycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP35559698A JP4242959B2 (en) | 1998-12-15 | 1998-12-15 | Pneumatic tires for motorcycles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000177313A true JP2000177313A (en) | 2000-06-27 |
| JP4242959B2 JP4242959B2 (en) | 2009-03-25 |
Family
ID=18444796
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP35559698A Expired - Fee Related JP4242959B2 (en) | 1998-11-26 | 1998-12-15 | Pneumatic tires for motorcycles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4242959B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007091460A1 (en) * | 2006-02-10 | 2007-08-16 | Bridgestone Corporation | Tire for two-wheeled motor vehicle |
| JP2007296921A (en) * | 2006-04-28 | 2007-11-15 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JP2008024063A (en) * | 2006-07-19 | 2008-02-07 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| WO2009028504A1 (en) * | 2007-08-27 | 2009-03-05 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| JP2010030434A (en) * | 2008-07-29 | 2010-02-12 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
-
1998
- 1998-12-15 JP JP35559698A patent/JP4242959B2/en not_active Expired - Fee Related
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007091460A1 (en) * | 2006-02-10 | 2007-08-16 | Bridgestone Corporation | Tire for two-wheeled motor vehicle |
| US8191595B2 (en) | 2006-02-10 | 2012-06-05 | Bridgestone Corporation | Tire for two-wheeled motorcycles including intermediate carcass layer |
| JP2007296921A (en) * | 2006-04-28 | 2007-11-15 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JP2008024063A (en) * | 2006-07-19 | 2008-02-07 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| WO2009028504A1 (en) * | 2007-08-27 | 2009-03-05 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| JP2010030434A (en) * | 2008-07-29 | 2010-02-12 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP4242959B2 (en) | 2009-03-25 |
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